MKV Differential Oil Seals

Can anyone give me a reference number for the two axle shaft oil seals either side of the back plate for a Salisbury 2HA-001/11 diff please? I would like to get the seals before I pull it apart.

Regards

Terry Crossley
MKV DHC

As no one seems to know this, can anyone who may have a Salisbury diff apart give me the diameter of the oil seal seat in the flange where the H37 seal sits. Also the the inside diameter of the seal cup where the H45 seal sits?

Terry Crossley

The parts book gives the number as 2HA-027. My bearing place tells me that the old leather seals are better than modern plasticky stuff[ to give it its scientific title]

These are the same seals as in Mk VIL . MK IV XK 120s etc with 2 HA axles.
They are easy to source Once removed you need to check the half shaft for damage where the seal has run , Depending how bad , a clean up or a Speedi sleeve can be used

The inner seal part number in the Mark V parts catalogue is 2HA-027 and is also listed in the XK120 and Mark VII books, used in early XK120 and Mark VII Salisbury 2HA and 4HA axles, where it also carries the Jaguar number 3848.

The outer seal part number in the Mark V parts catalogue is 2HA-032 and is also listed in the XK120 book, used in early XK120 Salisbury 2HA and 4HA axles, where it also carries the number C.1481, but the Mark VII book lists only the seal combined with 2HA-030 container as part 3871.

So you should be able to get seals from an XK120 parts vendor, or if not try Jeep as they use the Dana 44 axle which is the current version of the 4HA.

I would respectfully disagree on the leather seals, as I put a NOS one in the pinion of my Mark V axle, and it is leaking when the car has only traveled 50 feet. Modern rubber lip seals have totally replaced them in all of industry.

I go to a bearing specialist with old seal, or accurate dimensions and always been in luck

for the output shaft seals on later Jag diffs, there was several different types available, including Viton double lip

Rob I would think that the 50’ life you experienced could not be indicative or else none of the cars could have left the factory.
I can only repeat was my local bearing supplier said, a place that specialises in old car and parts. I think he was referring to the context of old cars not being driven on a day to day basis as current cars are intended to do.
I think the feeling is that modern seals can stick to the shaft if not used for an extended period. I remember an exam of this.A NZ owner didn’t trust the original oil slingers on the pushrod engine cranks. So went to great trouble having a pattern made for a housing to be cast in alloy to take a modern seal.
Later when the seal stuck to the crank,and needed replacing it was a gearbox, floors etc out job, where as the original slinger if installed correctly would have lasted indefinitely.

Perhaps the amount of leakage I am seeing was tolerated in the 1940s when there was no alternative material to leather.

For Salisbury Mark V rear end, I put a Timken 5778V pinion seal in a year ago. Finely polished contact surface during installation. Not a drop leaked through seal yet, 728 miles driven in last year. The old leather seal had lasted at least 15 years at similar mileage per year but its little weeping rose to tears and when it got over 50 cc/month, it was time for a change. I do appreciate the oil weeps further forward for the rust prevention.

I went to see my new friend at the bearing shop. Actually my néw best friend as he sourced a set of previously " unobtainable" bearings for the new blower.
I asked him about seals as the they deal with a lot of old cars.
He said that leather seals are softer and if they dry out can be softened again by soaking in oil. Modern seals ,on modern cars, run against generally harder steel than older cars.
Make of it what you will but their advise has always been sound. You know the old saying , why keep a dog and bark yourself. They’re more experienced at it than I am.

Thanks for that alternate part number, Roger.
I found a discussion about the use of leather vs synthetic rubber seals by Trostel, unbiased because they make both.
Leather is used for unpressured grease sealing, such as in axles on farm and landscaping implements. It is more tolerant of poor surface finish on shafts and running dry due to neglect.
Synthetic rubber (many compounds) is used when there is significant head pressure or high surface speed running such as automotive components. It requires better surface finish and full time lubrication. It tolerates more runout, whip and eccentricity. It can achieve near zero seepage, and is impervious to water, oils and alkalies.